Economic Impact Report
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Wellington International Airport Limited Economic impact of the proposed runway extension Ernst & Young was engaged on the instructions of Wellington International Airport Limited (“Wellington Airport”) to assess the economic benefits of an extension of the runway at Wellington International Airport ("Project"), in accordance with the terms of engagement dated 18 September 2013. The results of Ernst & Young’s work, including the assumptions and qualifications made in preparing the report, are set out in Ernst & Young's report dated 24 February 2014 ("Report"). You should read the Report in its entirety including the applicable scope of the work and any limitations. A reference to the Report includes any part of the Report. No further work has been undertaken by Ernst & Young since the date of the Report to update it. Unless otherwise agreed in writing with Ernst & Young, access to the Report is made only on the following basis and in either accessing the Report or obtaining a copy of the Report the recipient agrees to the following terms. 1. The Report has been prepared for Wellington Airport’s use only. 2. Ernst & Young has consented to the Report being published electronically on Wellington Airport’s website for informational purposes only. Ernst & Young has not consented to distribution or disclosure beyond this. The Report may not be used or relied upon by any other party without the prior written consent of Ernst & Young. 3. Ernst & Young disclaims all liability in relation to any other party who seeks to rely upon the Report or any of its contents. 4. Ernst & Young has acted in accordance with the instructions of the Wellington Airport in conducting its work and preparing the Report, and, in doing so, has prepared the Report for the benefit of the Wellington Airport, and has considered only the interests of the Wellington Airport. Ernst & Young has not been engaged to act, and has not acted, as advisor to any other party. Accordingly, Ernst & Young makes no representations as to the appropriateness, accuracy or completeness of the Report for any other party's purposes. 5. In preparing the Report, Ernst & Young has relied on data and information provided to it by Wellington Airport and other parties as described in the report between 18 September 2013 and 24 February 2014. Ernst & Young has not independently verified the information provided to it and therefore makes no representations or warranties regarding the accuracy and completeness of the information. 6. No reliance may be placed upon the Report or any of its contents by any recipient of the Report for any purpose and any party receiving a copy of the Report must make and rely on their own enquiries in relation to the issues to which the Report relates, the contents of the Report and all matters arising from or relating to or in any way connected with the Report or its contents. 7. No duty of care is owed by Ernst & Young to any recipient of the Report in respect of any use that the recipient may make of the Report. 8. Ernst & Young disclaims all liability, and takes no responsibility, for any document issued by any other party in connection with the Project. 9. No claim or demand or any actions or proceedings may be brought against Ernst & Young arising from or connected with the contents of the Report or the provision of the Report to any recipient. Ernst & Young will be released and forever discharged from any such claims, demands, actions or proceedings. 10. To the fullest extent permitted by law, the recipient of the Report shall be liable for all claims, demands, actions, proceedings, costs, expenses, loss, damage and liability made against or brought against or incurred by Ernst & Young arising from or connected with the Report, the contents of the Report or the provision of the Report to the recipient. 11. The material contained in the Report, including Ernst & Young logo, is copyright and copyright in the Report itself vests in Wellington Airport. The Report, including the Ernst & Young logo, cannot be altered without prior written permission. 1 Executive Summary 1 2 Purpose of report 3 2.1 Purpose of report 3 2.2 Nature of report 3 2.3 Disclaimer on demand scenarios 4 3 Introduction 5 3.1 The role of airports in supporting economic and social development 5 3.2 Airports play a particular role in the New Zealand economy 6 3.3 Wellington’s role in the New Zealand economy 6 3.4 Wellington’s role in New Zealand’s tourism market 7 3.5 Wellington’s current long-haul market 8 4 Approach 12 4.1 Scope of the analysis 12 4.2 Assumptions to the analysis 12 4.3 Limitations to the analysis 13 4.4 Approach 13 4.5 Economic impacts 18 5 Strategic Demand analysis 21 5.1 Strategic demand analysis 21 6 Economic impact results 26 6.1 Introduction 26 6.2 Direct impacts – quantified 26 6.3 Forms of economic benefits 28 6.4 Qualitative benfits 29 6.5 Indirect/induced impacts 32 7 Technical annex 33 7.1 General assumptions 33 7.2 Economic benefits assumptions 33 1. Executive Summary This report assesses the economic benefits of an extension of the runway at } 295,000 long-haul passengers fly to/from the Wellington region, and a Wellington International Airport. The analysis undertaken in this report was further 167,000 fly to/from regions adjacent to Wellington per annum. completed in February 2014.The purpose of this extension is to enhance the This is 462,0001 in total or, on average, 633 passengers per day international connectivity of Wellington by providing the capacity for the airport travelling in each direction to service } Every year, 161,000 passengers fly to/from Asia, 151,000 to/from } direct long-haul international flights, and Europe, 125,000 to/from the Americas, and 26,000 to/from the Middle East/Africa } connecting long-haul flights serviced by larger aircraft via Australia (using 5th freedom air service rights). } Typically, a daily long-haul service is viable with 80% load (i.e. approximately 220 passengers) Airports play a crucial role in a globally connected economy such as Wellington and New Zealand’s. They enable the air transportation of people and goods; } International flights typically operate with load factors of around 80%2 provide an important hub for business investment and economic development to Section 4.4 sets out the approach that was taken to the strategic demand occur around; and increase business competitiveness and attractiveness. New analysis. The level of existing demand for indirect international services to and Zealand’s economic geography makes this role even more crucial. from Wellington gives confidence that there is significant demand for direct long- Wellington’s economic structure and role as the capital city of New Zealand mean haul services. that constraints on the international connectedness of Wellington are a national New services make connections more efficient, where they were previously issue, with the impacts of additional costs and foregone economic activity felt unavailable or complex. This stimulates the markets that the connections serve beyond the Wellington region. Section 3 sets this out in more detail. and generates economic growth. There are many examples where new Strategic demand analysis connections have provided strong economic growth. For example, Hawaiian Airlines began direct services between Honolulu and Auckland in March 2013, in In assessing the scale of net direct economic impact that would be realised within a market that was already served by Air New Zealand. Hawaiian visitors to New New Zealand and the Wellington region as a result of the runway extension, the Zealand are 78% higher in the 12 months to December 2013 than they were in demand for three distinct markets has been analysed: the 12 months to December 2012.3 } Direct service to an Asian hub Under all scenarios, services are likely to be commercially viable on Asian and } Direct service to a North American hub North American routes from an extended runway becoming operational in 2020. The level of demand across these two strategic routes is sufficient to mean that } Service via Australia from a long-haul carrier not currently servicing initially, on average, a long-haul flight on one or the other of these routes would the Wellington market arrive/depart Wellington each day. These strategic routes were considered under low, medium and high demand In the medium and high scenarios, there is sufficient demand to support scenarios. Sections 4.2 and 4.3 set out the assumptions and limitations to the additional long-haul capacity that operates via Australia. analysis. Without a runway extension, the option of long-haul flights directly from Wellington Airport does not exist and connecting via other airports adds time and cost to travel. Notwithstanding the current limitations, there is already a developed market for long-haul services in the region, with large numbers of passengers currently travelling internationally to/from Wellington through 1 Statistics New Zealand migration statistics for NZ resident region, Sabre ADI for overseas visitor by point of origin for YE connecting to a long-haul service at another airport: Aug13 2 IATA July 2013 YTD International Global Passenger Load Factor 79.2% (Asia-Pacific 79.5%) 3 Statistics New Zealand Migration Data, Year Ending December 2013. Economic impact of the proposed runway extension Executive Summary 1 Over time, as a result of global demand growth for air-services, and as the impact Year Distribution of benefits Low Mid-case High of induced demand on the Wellington route begins to take effect, a steady growth in the number of international services that will be commercially viable through In 2060 Wellington regional $55m $86m $120m Wellington Airport is expected.